Tandem powered power tilting aircraft - JB

ABSTRACT

An aircraft with a long body 1 which has a forward end 2 and an aft end 3, which is able to achieve vertical take-off by means of a tilt-able rotor and blade assembly 4 at the forward part of the aircraft and a tilt-able turbojet 19 at the rear of the aircraft. The rotor and blade assembly is rotated by an engine assembly 8, with the engine assembly, the rotor and blades all positioned on top a multi-directional tilt enabling joint 9. The turbojet is fitted to a multi-directional tilt enabling joint 27 to allow control of lateral movement of the aircraft as well as providing vertical lift and forward propulsion during forward flight. The turbojet is connected to the tilt enabling joint 27 by a rivet 30 such that the turbojet can be rotated relative to the tilt enabling joint.

CROSS REFERENCE TO RELATED APPLICATIONS

This is a divisional patent application, being a division of the U.S.patent application Ser. No. 10/518,477.

STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT

Not applicable.

REFERENCE TO SEQUENCE LISTING

Not applicable.

TECHNICAL FIELD

This invention relates to the vertical take-off field of aviation.

BACKGROUND ART

Many versions of helicopters using tandem rotors have been constructedto date. What has been common to all such helicopters is that thelifting rotors have had to have variable pitch blades to allow controlof the helicopters.

SUMMARY OF THE INVENTION

This invention provides an aircraft that can take-off and land in asimilar manner to a tandem rotor helicopter and then fly like aconventional airplane. The aircraft does not require a blade pitchvarying mechanism and has a greater chance of surviving an attack by aheat seeking missile, a rocket propelled grenade or anti-aircraftartillery than a conventional helicopter or a tandem rotor helicopter.The aircraft can also fly faster than a conventional or a tandem rotorhelicopter, and has the potential to carry cargo weights exceeding thatof existing tandem rotor helicopters. The aircraft comprises amulti-directional tilt-able rotor at the front and at least one jetengine at the rear that is connected by a tilt enabling joint to themain body of the aircraft. The jet is connected to the tilt enablingjoint such that the jet can be rotated on the tilt enabling joint.

BRIEF DESCRIPTION OF THE DRAWINGS

Embodiments of the invention will now be described by way of examplewith reference to the accompanying drawings, of which:

FIG. 1 shows one form of aircraft according to this invention,comprising a tilt-able rotor at the front of the main body and a jet atthe rear of the main body of that aircraft able to be tilted in forward,rearward and lateral directions, and rotated relative to the main bodyof the aircraft. The drawing shows the aircraft in vertical take-offmode.

FIG. 2 shows the aircraft of FIG. 1 with the rotor at the front tiltedforward and the jet at the rear tilted forward for high speed forwardflight.

FIG. 3 shows the lower part of the tilt enabling joint that connects theforward rotor to the main body, as viewed from behind.

FIG. 4 shows the front of the lower part of the tilt enabling joint thatjoins the jet engine of FIG. 5 to the main body.

FIG. 5 shows the aircraft of FIG. 2 with the rotor at the front removed,showing how the aircraft could continue flying in a forward direction ifthe rotor at the front was destroyed by a heat seeking missile.

FIG. 6 shows the aircraft of FIG. 2 with jet at the rear removed,showing how the aircraft could continue flying in a forward direction ifthe jet at the rear was destroyed by a heat seeking missile.

FIG. 7 shows a variation of the aircraft of FIG. 2, with two enginesforming the forward engine assembly.

DETAILED DESCRIPTION OF THE INVENTION

The aircraft has a main body that is longer than it is wider, a liftingmechanism at the front, which is a primary lifting mechanism, andanother lifting mechanism at the rear, which is a secondary liftingmechanism. The primary lifting mechanism is joined to the forward partof the main body of the aircraft by a tilt enabling joint such that theprimary lifting mechanism can be tilted in forward, rearward and lateraldirections in a controlled manner. The secondary lifting mechanism isjoined to the aft part of the main body of the aircraft by another tiltenabling joint such that the secondary lifting mechanism can be tiltedin forward, rearward and lateral directions in a controlled manner.

The tilt enabling joints provide the means to position the liftingmechanisms above the main body of the aircraft and the means to tilt theprimary and secondary lifting mechanisms in a plurality of directionsand angles in a controlled manner relative to the main body of theaircraft. Referring to the tilt enabling joint that can tilt the primarylifting mechanism as a primary tilt enabling joint, the primary liftingmechanism can be tilted forward, rearward, and from side to side withrespect to the main body of the aircraft by means of the primary tiltenabling joint. And referring to the tilt enabling joint that can tiltthe secondary lifting mechanism as a secondary tilt enabling joint, thesecondary lifting mechanism can be tilted forward, rearward, and fromside to side with respect to the main body of the aircraft by means ofthe secondary tilt enabling joint.

Tilting of the lifting mechanisms is used as a means to control theaircraft instead of varying blade pitches. By using tilting of liftingmechanisms to control the aircraft during flight, combinations ofdifferent forms of lifting mechanisms can be used. For example, thefront lifting mechanism can be in the form of a rotor with fixed pitchblades and an engine assembly, with the blades able to force air in adownward direction. The front lifting mechanism can also be in the formof a turboprop. The rear lifting mechanism can be a jet engine which canforce exhaust gas from the jet engine to travel directly downward ordownward and sideways, depending on the tilting of the jet. By beingable to tilt the jet forward and rearward, and from side to side,changes in direction of exhaust gas can be achieved. Side-way directedexhaust gas can be used to counter the torque of the forward rotorduring vertical take off. Because the aircraft has a jet at the rearinstead of a rotor, the down-wash over the rear part of the body of theaircraft from rotor blades is avoided. As such wings can be fitted tothe rear of the aircraft. On conventional helicopters wings have beenproven to be useless due to down-wash from rotor blades. With wingsfitted to the current invention, the aircraft could gain substantiallift during high speed forward flight, reducing the need to rely on thejet at the rear for lift. The forward lifting mechanism could be tilted90 degrees forward during forward flight, thus overcoming the need for alateral counter torque mechanism during high speed forward flight. Thejet can then be tilted into a horizontal position, adding to forwardpropulsion. The aircraft can in effect be transformed from a verticaltake-off aircraft into a high speed forward flying airplane, using amassive sized rotor at the front acting as a propeller on an airplane(hence overcoming the speed constraints that conventional helicoptersare subject to) and a jet at the rear for forward propulsion. The wingswould provide lift, enabling fuel efficient flight and hence a greaterrange than conventional helicopters. The ailerons on the wings couldcounter the torque from the main rotor during high speed forward flight.

The front rotor could potentially be as large as the type that is usedon the Sikorsky CH53E Super Stallion, and powered by three jet enginesas is the CH53E. Instead of using one jet engine at the rear, theaircraft could be constructed with two Rolls-Royce Pegasus jet engines,the type of jet engine found on the McDonnell Douglas/BAe Harrier 11.The cargo lifting ability of the CH53E is approximately 16,000kilograms. The Harrier, with a single jet engine has a maximum grosstake-off weight of approximately 14,000 lkilograms, and an emptytake-off weight of approximately 6500 kilograms. Accordingly, it becomesapparent that the aircraft described, with a tilt rotor in the front andtilt-able jets at the rear, has the potential to lift vertically cargoexceeding 20,000 kilograms in weight, and transport such heavy cargoefficiently over long distances.

By having two separate means for forward propulsion arranged in tandemorder, which are able to operate independently of one another, theaircraft would have a greater chance of surviving an attack by a heatseeking missile, a rocket propelled grenade or anti-aircraft artillerythan a conventional type of helicopter or a tandem rotor helicopter. Ifthe forward lifting mechanism is destroyed, the jet at the rear couldcontinue to provide forward propulsion. Alternatively, if the jet engineat the rear is destroyed, the rotor at the front could provide forwardpropulsion.

With the primary lifting mechanism at the front of the aircraftcomprising a rotor with a plurality of blades connected to the rotor,and the rotor being rotated by an engine assembly to force air to travelin a downward direction, the engine assembly can consist of a singleengine or a plurality of engines.

Since the rotor blades don't have to be varied as in a conventionalhelicopter, a simple option could be to use a turboprop as the primarylifting mechanism, positioned on the primary tilt enabling joint suchthat during take-off air is forced in a downward direction by means ofthe blades that form part of the turboprop.

In one form of the aircraft the primary lifting mechanism comprises anengine assembly, a rotor, and blades connected to the rotor, with theengine assembly able to rotate the rotor and the blades connected to therotor such that air can be forced to travel in a downward direction bymeans of the blades rotating around the rotor, and the secondary liftingmechanism is a jet engine in the form of a turbojet that can be tiltedso that exhaust gas from the turbojet can be forced in a downwarddirection behind the main body of the aircraft.

In another form of the aircraft the primary lifting mechanism comprisesan engine assembly, a rotor, and blades connected to the rotor, with theengine assembly able to rotate the rotor and the blades connected to therotor such that air can be forced to travel in a downward direction bymeans of the blades rotating around the rotor, and the secondary liftingmechanism is a jet engine in the form of a turbofan that can be tiltedso that exhaust gas from the turbofan can be forced in a downwarddirection behind the main body of the aircraft.

In another form of the aircraft the primary lifting mechanism is aturboprop which is positioned on the primary tilt enabling joint suchthat air can be forced in a downward direction by means of the blades ofthe turboprop, and the secondary lifting mechanism is a jet engine inthe form of a turbojet that can be tilted so that exhaust gas from theturbojet can be forced in a downward direction behind the main body ofthe aircraft.

In another form of the aircraft the primary lifting mechanism is aturboprop which is positioned on the primary tilt enabling joint suchthat air can be forced in a downward direction by means of the blades ofthe turboprop, and the secondary lifting mechanism is a jet engine inthe form of a turbofan that can be tilted so that exhaust gas from thetuborfan can be forced in a downward direction behind the main body ofthe aircraft.

In another form of the aircraft the primary lifting mechanism comprisesan engine assembly, a rotor, and blades connected to the rotor, with theengine assembly able to rotate the rotor and the blades connected to therotor such that air can be forced to travel in a downward direction bymeans of the blades rotating around the rotor, and the secondary liftingmechanism comprises two jet engines that can be tilted so that exhaustgas from the jet engines can be forced in a downward direction behindthe main body of the aircraft, with each jet engine being a turbojet.

In another form of the aircraft the primary lifting mechanism comprisesan engine assembly, a rotor, and blades connected to the rotor, with theengine assembly able to rotate the rotor and the blades connected to therotor such that air can be forced to travel in a downward direction bymeans of the blades rotating around the rotor, and the secondary liftingmechanism comprises two jet engines that can be tilted so that exhaustgas from the jet engines can be forced in a downward direction behindthe main body of the aircraft, with each jet engine being a turbofan.

In another form of the aircraft the primary lifting mechanism is aturboprop which is positioned on the primary tilt enabling joint suchthat air can forced in a downward direction by means of the blades ofthe turboprop, and the secondary lifting mechanism comprises two jetengines that can be tilted so that exhaust gas from the jet engines canbe forced in a downward direction behind the main body of the aircraft,with each jet engine being a turbojet.

In another form of the aircraft the primary lifting mechanism is aturboprop which is positioned on the primary tilt enabling joint suchthat air can forced in a downward direction by means of the blades ofthe turboprop, and the secondary lifting mechanism comprises two jetengines that can be tilted so that exhaust gas from the jet engines canbe forced in a downward direction behind the main body of the aircraft,with each jet engine being a turbofan.

In one form of the aircraft where the primary lifting mechanismcomprises an engine assembly, a rotor, and blades connected to therotor, with the engine assembly able to rotate the rotor and the bladesconnected to the rotor such that air can be forced to travel in adownward direction by means of the blades rotating around the rotor, theengine assembly consists of a single engine.

In another form of the aircraft where the primary lifting mechanismcomprises an engine assembly, a rotor, and blades connected to therotor, with the engine assembly able to rotate the rotor and the bladesconnected to the rotor such that air can be forced to travel in adownward direction by means of the blades rotating around the rotor, theengine assembly consists of two engines.

In one form of the aircraft where the primary lifting mechanismcomprises an engine assembly, a rotor, and blades connected to therotor, and the engine assembly of the primary lifting mechanism consistsof a single engine, a power transmission mechanism is connected to theengine of the primary lifting mechanism, by which power transmissionmechanism the respective engine is able to rotate the rotor of theprimary lifting mechanism.

In another form of the aircraft where the primary lifting mechanismcomprises an engine assembly, a rotor, and blades connected to therotor, and the engine assembly of the primary lifting mechanism consistsof two engines, a power transmission mechanism is connected to theengines of the primary lifting mechanism, by which power transmissionmechanism the engines of the primary lifting mechanism are able torotate the rotor of the primary lifting mechanism.

The tilt enabling joints comprise various components. Some of thecomponents are such that they hold the joint together while allowing thejoint to have movement, forming a movement enabling assembly, whileother components form an activating mechanism that can force movementbetween components of the movement enabling assembly.

In one form of the aircraft the movement enabling assembly of theprimary tilt enabling joint is a universal joint and the activatingmechanism comprises four of hydraulic actuators connected to themovement enabling assembly.

In another form of the aircraft the movement enabling assembly of theprimary tilt enabling joint comprises two hinges transversely connectedand the activating mechanism comprises four hydraulic actuatorsconnected to the movement enabling assembly.

In one form of the aircraft the movement enabling assembly of thesecondary tilt enabling joint is a universal joint and the activatingmechanism comprises four hydraulic actuators connected to the movementenabling assembly.

In another form of the aircraft the movement enabling assembly of thesecondary tilt enabling joint comprises two hinges transverselyconnected and the activating mechanism comprises four hydraulicactuators connected to the movement enabling assembly.

The secondary lifting mechanism is connected to secondary tilt enablingjoint such that the secondary lifting mechanism can be rotated relativeto secondary tilt enabling joint in a controlled manner withoutcomponents of the secondary tilt enabling joint having to move withrespect to one another. In a form of the aircraft this rotating abilityis achieved by means of a rotation enabling connection in the form of ametal plate being used to join the secondary lifting mechanism to theupper section of the secondary tilt enabling joint with the metal platebeing joined to the upper section of the secondary tilt enabling jointby means of a large rivet which protrudes from upper section of thesecondary tilt enabling joint. A rotation inducing mechanism in the formof a hydraulically activated rotate-able arm is used to rotate the metalplate that the secondary lifting mechanism is attached to, with thehydraulically activated rotate-able arm connected to the upper sectionof the secondary tilt enabling joint.

FIG. 1 shows one form of the aircraft according to this invention. Theaircraft has a main body 1 with a forward end 2 and an aft end 3. Theprimary lifting mechanism 4 comprises two blades 5, 6, connected to arotor 7, which rotor 7 is rotated by means of an engine assembly 8comprising one engine. The primary lifting mechanism 4 is connected tothe top of the forward end 2 of the main body 1 by means of the primarytilt enabling joint 9 which has a movement enabling assembly in the formof a universal joint 10. A hydraulic actuator 11 is able to move theupper section 12 of the primary tilt enabling joint 9 forward and thehydraulic actuator 13 is able to move the upper section 12 of theprimary tilt enabling joint in a rearward direction, while anotherhydraulic actuator 14 is connected to the main body 1 of the aircraft sothat it is on the left side of the universal joint 10 and so that it isable to tilt a metal platform 15 which forms part of the universal joint10 to the right side of the main body (Refer FIG. 3). Another hydralicactuator 16 is connected to the main body 1 of the aircraft so that itis on the right side of the universal joint and so that it can tilt themetal platform 15 to the left side of the main body of the aircraft. Thehydraulic actuator 14 is positioned behind the universal joint 10 but isfurther forward on the main body than is the hydraulic actuator 16. Thehydraulic actuators 14 and 16 are connected to the main body 1 and themetal platform 15 that forms part of the universal joint 10. Theuniversal joint 10 of the primary tilt enabling joint 9 is formed bytransversely connecting hinges 17 and 18 by means of the metal platform15. The hydraulic actuators 11 and 13 are connected to the metalplatform 15. The hydraulic actuator 11 is also connected to the uppersection 12 of the primary tilt enabling joint 9, and the hydraulicactuator 13 is also connected to a protruding section of the hinge 17.The secondary lifting mechanism 19 comprises a jet engine. The jetengine is a turbojet. The jet engine 19 is connected to a hinge 20. Theturbojet 19 is connected to a metal plate 21 that forms part of thehinge 20. A lower metal plate 22 forms part of the hinge 20. The lowermetal plate 22 is connected to another hinge 23 that is positionedlongitudinally on top of the main body 1. The hinges 20 and 23 aretransversely connected. A hydraulic actuator 24 is connected to themetal plates 21 and 22 of hinge 20 such that when extending thehydraulic actuator 24 is able to tilt the turbojet 19 in a rearwarddirection by pushing the metal plate 21 in a rearward direction. The jetis able to tilt forward as the function of the hydraulic actuator 24 isreversed. The jet would have a tendency to tilt forward in the absenceof the hydraulic actuator 24. A hydraulic actuator 25 is connected to abent section of the lower metal plate 22. Another hydraulic actuator 26is also connected to the bent section of the lower metal plate 22, andis connected to the aircraft so that it is on the right side of thelower hinge 23 such that it can tilt the lower plate 22 to the left sideof the main body 1. The metal plates 21, 22, the hinges 20 and 23, theand the hydraulic actuators 24, 25, and 26 form the secondary tiltenabling joint 27. The jet engine 19 is shown to be behind the main body1 of the aircraft angled such that it forces exhaust gas in a downwarddirection through the rear 28 of the turbojet 19. The primary liftingmechanism and the secondary lifting mechanism are arranged in tandemorder. A turbofan jet engine could be used in place of the turbojet 19positioned in the same manner as the turbojet 19. By using a wide metalplate 21, two jet engines could be attached to the metal plate 21. Thelower hinge 23 is connected to the aft section of the main body 1. Thejet engine 19 is attached to a another metal plate 29 which is connectedto the metal plate 21 by means of a rivet 30, enabling the jet engine tobe rotated relative to the secondary tilt enabling joint. Ahydraulically activated rotating arm 31 is used to rotate the metalplate 29 with respect to the metal plate 21. The hydraulically activatedrotate-able arm forms a rotation inducing mechanism, providing the meansto cause rotation of the secondary lifting mechanism relative to thesecondary tilt enabling joint. Hydraulic actuators 25 and 26 areconnected to the main body. FIG. 1 also shows a fin 32 attached to thejet engine 19. The aircraft is fitted with wheel assemblies 33 and 34.Wings are fitted to the main body of the aircraft. FIG. 1 shows theposition of a wing 35 on the left side of the main body of the aircraft.

FIG. 2 shows the aircraft of FIG. 1 with the front rotor tilted forwardand the jet at the rear tilted forward, so that the aircraft is able tofly forward at high speed.

FIG. 3 shows the lower part of the primary tilt enabling joint 9 at theforward end of the main body 1 of the aircraft of FIG. 1. The view isfrom behind and shows the universal joint 10 as it would appear frombehind, and the positioning of hydraulic actuators 14 and 16, withhydraulic actuator 14 to the left of the universal joint 10 andhydraulic actuator 16 to the right of the universal joint 10. Thehydraulic actuators are connected to the metal plate 15 that forms partof the universal joint.

FIG. 4 shows the front of the lower part of the secondary tilt enablingjoint 27 of FIG. 1 as viewed from in front of the secondary tiltenabling joint 27. FIG. 4 shows the lower hinge 23 connected to the mainbody of the 1, the hydraulic actuators 25 and 26 connected to the mainbody and the distancing of the hydraulic actuators 25 and 26 from thelower hinge 23.

FIG. 5 shows the aircraft of FIG. 2 with the rotor at the front removed,showing how the aircraft could continue flying in a forward direction ifthe rotor at the front was destroyed by a heat seeking missile.

FIG. 6 shows the aircraft of FIG. 2 with jet at the rear removed,showing how the aircraft could continue flying in a forward direction ifthe jet at the rear was destroyed by a heat seeking missile.

FIG. 7 shows a variation of the aircraft of FIG. 2, with two Engines 36and 37 forming the engine assembly of the primary lifting mechanism.

FIG. 1 shows that the aircraft can take of and land vertically. FIG. 2shows that the aircraft can also take off and land as a conventionalforward flying airplane when fitted with wheels, wings, and when thetilt enabling joints have tilted the primary lifting mechanism and thesecondary lifting mechanism forward. The aircraft could take-off whilemoving forward as an airplane and land as a helicopter, and vice versa.

1. An aircraft comprising a main body, a primary lifting mechanism and asecondary lifting mechanism, which main body has a forward end and anaft end, with the primary lifting mechanism and the secondary liftingmechanism connected to the main body of the aircraft in tandem order,and with the aircraft able to achieve flight by means of upward forcesexerted on the main body of the aircraft by the primary liftingmechanism and the secondary lifting mechanism while the primary liftingmechanism and the secondary lifting mechanism are connected to the mainbody of the aircraft in tandem order, and which primary liftingmechanism comprises a power plant as a means for providing downwardlyextending thrust to the aircraft, and which secondary lifting mechanismcomprises a power plant as a means for providing downwardly extendingthrust to the aircraft, and which primary lifting mechanism is connectedto the main body of the aircraft by a tilt enabling joint such thatduring flight of the aircraft the primary lifting mechanism can betilted in a plurality of directions and angles relative to the main bodyof the aircraft, in a controlled manner, and such that the primarylifting mechanism can be tilted in forward, rearward and lateraldirections relative to the main body of the aircraft during flight ofthe aircraft, in a controlled manner, and such that a direction oftravel of the aircraft during flight can be altered by altering thelateral direction or angle of tilt of the primary lifting mechanismrelative to the main body of the aircraft, which said tilt enablingjoint is a primary tilt enabling joint, and which primary tilt enablingjoint is connected to the main body of the aircraft, with the primarylifting mechanism able to exert an upward force on the forward end ofthe main body of the aircraft through the primary tilt enabling joint,and which secondary lifting mechanism is connected to an additional tiltenabling joint, which said additional tilt enabling joint is a secondarytilt enabling joint, and which said secondary tilt enabling joint issuch that during flight of the aircraft the secondary lifting mechanismcan be tilted in a plurality of directions and angles relative to themain body of the aircraft, in a controlled manner, and such that thesecondary lifting mechanism can be tilted in forward, rearward andlateral directions relative to the main body during flight of theaircraft, in a controlled manner, by means of the secondary tiltenabling joint, and such that a direction of travel of the aircraftduring flight can be altered by altering the lateral direction or angleof tilt of the secondary lifting mechanism relative to the main body,and which secondary tilt enabling joint is such that the secondarylifting mechanism can be tilted in a controlled manner in a lateraldirection with respect to the main body of the aircraft during flight ofthe aircraft that is opposite to a lateral direction that the primarylifting mechanism can be tilted in with respect to the main body of theaircraft by means of the primary tilt enabling joint during flight ofthe aircraft, and which secondary lifting mechanism is able to exert anupward force on the aft end of the main body of the aircraft through thesecondary tilt enabling joint, with the secondary lifting mechanismconnected to the secondary tilt enabling joint by means such that thesecondary lifting mechanism is able to be rotated relative to thesecondary tilt enabling joint in a controlled manner, and with theaircraft able to achieve flight by means of an upward force exerted onthe main body of the aircraft by the primary lifting mechanism extendingthrust in a downward direction and an upward force exerted on the mainbody of the aircraft by the secondary lifting mechanism extending thrustin a downward direction while the primary lifting mechanism and thesecondary lifting mechanism are maintained in tandem order, and withcontrolled lateral tilting of the primary lifting mechanism and thesecondary lifting mechanism able to occur during flight.
 2. An aircraftcomprising a main body, a primary lifting mechanism and a secondarylifting mechanism, which main body has a forward end and an aft end,with the primary lifting mechanism and the secondary lifting mechanismconnected to the main body of the aircraft in tandem order, and with theaircraft able to achieve flight by means of upward forces exerted on themain body of the aircraft by the primary lifting mechanism and thesecondary lifting mechanism while the primary lifting mechanism and thesecondary lifting mechanism are connected to the main body of theaircraft in tandem order, and which primary lifting mechanism comprisesa rotor, an engine assembly, and a plurality of blades, with the saidblades connected to the rotor, and which said engine assembly is able torotate the said rotor, with the blades connected to the rotor such thatwhen the rotor is rotated by the said engine assembly air can be forcedin a downward direction by means of the blades rotating around therotor, with the primary lifting mechanism able to exert an upward forceon the forward end of the main body of the aircraft by forcing air in adownward direction by way of the blades rotating around the rotor, andwhich primary lifting mechanism is connected to the main body of theaircraft by a tilt enabling joint such that during flight of theaircraft the primary lifting mechanism can be tilted in a plurality ofdirections and angles relative to the main body of the aircraft, in acontrolled manner, and such that the primary lifting mechanism can betilted in forward, rearward and lateral directions relative to the mainbody of the aircraft during flight of the aircraft, in a controlledmanner, and such that a direction of travel of the aircraft duringflight can be altered by altering the lateral direction or angle of tiltof the primary lifting mechanism relative to the main body of theaircraft, which said tilt enabling joint is a primary tilt enablingjoint, and which primary tilt enabling joint is connected to the mainbody of the aircraft, with the primary lifting mechanism able to exertan upward force on the forward end of the main body of the aircraftthrough the primary tilt enabling joint, and which secondary liftingmechanism is connected to an additional tilt enabling joint, which saidadditional tilt enabling joint is a secondary tilt enabling joint, andwhich said secondary tilt enabling joint is such that during flight ofthe aircraft the secondary lifting mechanism can be tilted in aplurality of directions and angles relative to the main body of theaircraft, in a controlled manner, and such that the secondary liftingmechanism can be tilted in forward, rearward and lateral directionsrelative to the main body during flight of the aircraft, in a controlledmanner, by means of the secondary tilt enabling joint, and such that adirection of travel of the aircraft during flight can be altered byaltering the lateral direction or angle of tilt of the secondary liftingmechanism relative to the main body, and which secondary tilt enablingjoint is such that the secondary lifting mechanism can be tilted in acontrolled manner in a lateral direction with respect to the main bodyof the aircraft during flight of the aircraft that is opposite to alateral direction that the primary lifting mechanism can be tilted inwith respect to the main body of the aircraft by means of the primarytilt enabling joint during flight of the aircraft, and the secondarylifting mechanism comprises at least one jet engine, which said at leastone jet engine is attached to the secondary tilt enabling joint suchthat the said at least one jet engine is able to force exhaust gas fromthe at least one jet engine to travel in a downward direction and suchthat by forcing exhaust gas to travel in a downward direction the saidat least one jet engine can exert an upward force on the aft end of themain body, and which secondary lifting mechanism is able to exert anupward force on the aft end of the main body of the aircraft through thesecondary tilt enabling joint, with the secondary lifting mechanismconnected to the secondary tilt enabling joint by means such that thesecondary lifting mechanism is able to be rotated relative to thesecondary tilt enabling joint in a controlled manner, and with theaircraft able to achieve flight by means of an upward force exerted onthe main body of the aircraft by the primary lifting mechanism forcingair in a downward direction and an upward force exerted on the main bodyof the aircraft by the secondary lifting mechanism forcing exhaust gasto travel in a downward direction while the primary lifting mechanismand the secondary lifting mechanism are maintained in tandem order, andwith controlled lateral tilting of the primary lifting mechanism and thesecondary lifting mechanism able to occur during flight.
 3. An aircraftwith a main body, a primary lifting mechanism and a secondary liftingmechanism, which main body has a forward end and an aft end, with theprimary lifting mechanism and the secondary lifting mechanism connectedto the main body of the aircraft in tandem order, and with the aircraftable to achieve flight by means of upward forces exerted on the mainbody of the aircraft by the primary lifting mechanism and the secondarylifting mechanism while the primary lifting mechanism and the secondarylifting mechanism are connected to the main body of the aircraft intandem order, and which primary lifting mechanism is connected to themain body of the aircraft by a tilt enabling joint such that duringflight of the aircraft the primary lifting mechanism can be tilted in aplurality of directions and angles relative to the main body of theaircraft, in a controlled manner, and such that the primary liftingmechanism can be tilted in forward, rearward and lateral directionsrelative to the main body of the aircraft during flight of the aircraft,in a controlled manner, and such that a direction of travel of theaircraft during flight can be altered by altering the lateral directionor angle of tilt of the primary lifting mechanism relative to the mainbody of the aircraft, which said tilt enabling joint is a primary tiltenabling joint, and which primary tilt enabling joint is connected tothe main body of the aircraft, with the primary lifting mechanism ableto exert an upward force on the forward end of the main body of theaircraft through the primary tilt enabling joint, and which secondarylifting mechanism is connected to an additional tilt enabling joint,which said additional tilt enabling joint is a secondary tilt enablingjoint, and which said secondary tilt enabling joint is such that duringflight of the aircraft the secondary lifting mechanism can be tilted ina plurality of directions and angles relative to the main body of theaircraft, in a controlled manner, and such that the secondary liftingmechanism can be tilted in forward, rearward and lateral directionsrelative to the main body during flight of the aircraft, in a controlledmanner, by means of the secondary tilt enabling joint, and such that adirection of travel of the aircraft during flight can be altered byaltering the lateral direction or angle of tilt of the secondary liftingmechanism relative to the main body, and which secondary tilt enablingjoint is such that the secondary lifting mechanism can be tilted in acontrolled manner in a lateral direction with respect to the main bodyof the aircraft during flight of the aircraft that is opposite to alateral direction that the primary lifting mechanism can be tilted inwith respect to the main body of the aircraft by means of the primarytilt enabling joint during flight of the aircraft, and which secondarylifting mechanism is able to exert an upward force on the aft end of themain body of the aircraft through the secondary tilt enabling joint,with the secondary lifting mechanism connected to the secondary tiltenabling joint by means such that the secondary lifting mechanism isable to be rotated relative to the secondary tilt enabling joint in acontrolled manner, and with the aircraft able to achieve flight by meansof an upward force exerted on the main body of the aircraft by theprimary lifting mechanism through the primary tilt enabling joint and anupward force exerted on the main body of the aircraft by the secondarylifting mechanism through the secondary tilt enabling joint while theprimary lifting mechanism and the secondary lifting mechanism aremaintained in tandem order, and with controlled lateral tilting of theprimary lifting mechanism and the secondary lifting mechanism able tooccur during flight.
 4. An aircraft comprising a main body, a primarylifting mechanism and a secondary lifting mechanism, which main body hasa forward end and an aft end, with the primary lifting mechanism and thesecondary lifting mechanism connected to the main body of the aircraftin tandem order, and with the aircraft able to achieve flight by meansof upward forces exerted on the main body of the aircraft by the primarylifting mechanism and the secondary lifting mechanism while the primarylifting mechanism and the secondary lifting mechanism are connected tothe main body of the aircraft in tandem order, and which primary liftingmechanism is connected to the main body of the aircraft by a tiltenabling joint such that during flight of the aircraft the primarylifting mechanism can be tilted in a plurality of directions and anglesrelative to the main body of the aircraft, in a controlled manner, andsuch that the primary lifting mechanism can be tilted in forward,rearward and lateral directions relative to the main body of theaircraft during flight of the aircraft, in a controlled manner, and suchthat a direction of travel of the aircraft during flight can be alteredby altering the lateral direction or angle of tilt of the primarylifting mechanism relative to the main body of the aircraft, which saidtilt enabling joint is a primary tilt enabling joint, and which primarytilt enabling joint is connected to the main body of the aircraft, whichprimary lifting mechanism is a turboprop, and which primary liftingmechanism is attached to the primary tilt enabling joint such that aircan be forced in a downward direction by the primary lifting mechanism,and such that by forcing air in a downward direction the primary liftingmechanism is able to exert an upward force on the forward end of themain body of the aircraft, with the primary lifting mechanism able toexert an upward force on the forward end of the main body of theaircraft through the primary tilt enabling joint, and which secondarylifting mechanism is connected to an additional tilt enabling joint,which said additional tilt enabling joint is a secondary tilt enablingjoint, and which said secondary tilt enabling joint is such that duringflight of the aircraft the secondary lifting mechanism can be tilted ina plurality of directions and angles relative to the main body of theaircraft, in a controlled manner, and such that the secondary liftingmechanism can be tilted in forward, rearward and lateral directionsrelative to the main body during flight of the aircraft, in a controlledmanner, by means of the secondary tilt enabling joint, and such that adirection of travel of the aircraft during flight can be altered byaltering the lateral direction or angle of tilt of the secondary liftingmechanism relative to the main body, and which secondary tilt enablingjoint is such that the secondary lifting mechanism can be tilted in acontrolled manner in a lateral direction with respect to the main bodyof the aircraft during flight of the aircraft that is opposite to alateral direction that the primary lifting mechanism can be tilted inwith respect to the main body of the aircraft by means of the primarytilt enabling joint during flight of the aircraft, and the secondarylifting mechanism comprises at least one jet engine, which said at leastone jet engine is attached to the secondary tilt enabling joint suchthat the said at least one jet engine is able to force exhaust gas fromthe at least one jet engine to travel in a downward direction and suchthat by forcing exhaust gas to travel in a downward direction the saidat least one jet engine can exert an upward force on the aft end of themain body, and which secondary lifting mechanism is able to exert anupward force on the aft end of the main body of the aircraft through thesecondary tilt enabling joint, with the secondary lifting mechanismconnected to the secondary tilt enabling joint by means such that thesecondary lifting mechanism is able to be rotated relative to thesecondary tilt enabling joint in a controlled manner, and with theaircraft able to achieve flight by means of an upward force exerted onthe main body of the aircraft by the primary lifting mechanism forcingair in a downward direction and an upward force exerted on the main bodyof the aircraft by the secondary lifting mechanism forcing exhaust gasto travel in a downward direction while the primary lifting mechanismand the secondary lifting mechanism are maintained in tandem order, andwith controlled lateral tilting of the primary lifting mechanism and thesecondary lifting mechanism able to occur during flight.
 5. The aircraftof claim 2 wherein the said at least one jet engine is a turbojet. 6.The aircraft of claim 2 wherein the said at least one jet engine is aturbofan.
 7. The aircraft of claim 4 wherein the said at least one jetengine is a turbojet.
 8. The aircraft of claim 4 wherein the said atleast one jet engine is a turbofan.
 9. The aircraft of claim 2 whereinthe engine assembly of the primary lifting mechanism comprises a singleengine.
 10. The aircraft of claim 2 wherein the engine assembly of theprimary lifting mechanism comprises a plurality of engines.
 11. Theaircraft of claim 5 wherein the engine assembly of the primary liftingmechanism comprises a single engine.
 12. The aircraft of claim 5 whereinthe engine assembly of the primary lifting mechanism comprises aplurality of engines.
 13. The aircraft of claim 6 wherein the engineassembly of the primary lifting mechanism comprises a single engine. 14.The aircraft of claim 6 wherein the engine assembly of the primarylifting mechanism comprises a plurality of engines.